Annie l



(No Model.) A A. L. WAITE, Deod. zsheets-sheenl.

ANNIE L. WA1TE,Admi11stratrx. A ATTACHMENT FOR AIR BRAKE SYSTEMS. No.463,085.

(No Modem A. L. WAITE, Deo'd. 2 sheets-sheet `2. ANNIE L. WAITE,Admnistratrix.

ATTACHMENT TOE ATE `EEAKE SYSTEMS. No. 463,085. Patented Nov. 10,1891'.

UNITED STATES PATENT OFFICE.

ARTHUR L. VAITE, OF BARABOO, VISCONSIN; ANNIE L. VAI'IE ADMIN- ISTRATRIXOF SAID ARTHUR L. VVAITE, DEOEASED.

ATTACHMENT FOR AIR-BRAKE SYSTEMS.

T0 @ZZ whom t may concern.-

Be it known that I, ARTHUR L. VAITE, a citizen of the United States, anda resident of Baraboo, in the county of Sauk, and in the `State ofIVisconsin, have invented certain new and useful Improvements inAttachments to Railway-Air-Brake Systems; and I do hereby declare thatthe following is afull, clear, and exact description thereof.

My invention relates to attachments to railway-air-brake systems; and itconsists `in certain peculiarities of constrnction,as will be fully setforth hereinafter, and subsequently claimed.

In -the drawings, Figure l is a plan View, partially in section, of thebrake system embodying my present invention applied to a four-wheelcar-truck, only the wheels of said truck and their axles being shown.Fig. 2 is an enlarged vertical transverse section on the line 2 2 ofFig. l. Fig. 3 is a detail horizontal section on line 3 3 of Fig. 2.Figs. 4, 5, and 6 are detail vertical sections on the lines 4 4t, 5 5,and 6 6, respectively, of Fig. 2. Fig. 7 is a View of the parts shown inFig. 6 in another position.

In Fig. l, A represents in dotted lines the outline of the bottom of arailway-car, showing at a the supporting-bracket of the brakepipe B,which supplies the auxiliary reservoir O with air through branch pipel), triple valve c, and branch pipe d, the passage being open from thebrake-pipe B to the auxiliary reservoir C when the brakes are off, andhence the pressure of air in B and C is equal, all as common and wellknown in the Vestinghouse and analogous systems.

D is an ordinary brake-cylinder; e, its piston-rod; f f,"mainbrake-levers; g g, lever connecting-rods; 7L 7L, brake-beams, (which inthis illustration are shown as braking from the inside of the wheels ina four-wheel truck i fr', the wheels; t" i', their axles; j j', thetruck-levers; f, their connecting-rod; j 3'3, the lever-supports on thebrake-beams h h; f2, the rod running to the hand brake-wheel; and f3 thero'd running to the rod j of the corresponding truck atwthe other end ofthe car (not shown,) which truck corresponds to that shown in Fig. 1.The lever j may,if desired,

SPECIFICATION forming part of Letters Patent No. 463,085, dated November10, 1891i.

Application led March l2, 1891. Serial No- 384,808. (No model.) v

be pivoted to the truck-frame. (Not shown.) It will be understood thatif the brake-beams h are applied at the outside of the wheels, then theleverl connections would be correspondingly changed to accommodate thisarrangement, this being a mere matter of mechanical skill andconvenience, and the same is true if a six-wheel truck is used insteadof a four-wheel truck, as shown.

E E are air-pipes, forming part of my invention, leading from theauxiliary reservoir O, and each having a branch 7s, leading to arotary-valve casing F, which has a branch pipe 7o', leading to air-pipeG, (the said pipes F and G being suspended beneath the bottom of thecar, as shown by the hangers 7L h2 in Fig. 2,) and an exhaust-opening7a2, and m is the valve proper, whose journal m has a crank m2 on theoutside, wristed as shown at m4 to a connecting-rod m3, while from thehanger h there depends a rod h3, a spring h4 being interposed betweenthe lower end of this rod h3 and the adjacent end of the connectinU-rodm? which latter is wristed asv shown at m5, to an arm m, rigidlysecured, as shown at m7, to a rod Il, hereinafter described.

I is a slide-valve casing interposed between the ends of the describedbranch pipe d, in line with the pipe G, said casing being preferablymade with two cylindersn n. the cylinder n communicating directly at itsouter end with the pipe G, and the cylinder n having, preferably, anopening n2 at the side of its inner end communicating with an air-pipeG', leading `from the rotary valve F of the truck at the other end ofthe train. If desired, there may be two separate slide-valves located atdifferent points on the branch pipe CZ; but I prefer, ordinarily, theconstruction illustrated, as it economizes space, my describeddouble-cylinder valve-casing being provided with a single centralslide-valve I, having a central aperture n3, corresponding to thepassage in the pipe d, and with a piston-rod and piston u* a5 at eachend of said valve, the rod of the piston n4 in the cylinder n beingsurrounded by a spring u8, as shown, and the slide-valve I beingrecessed at one side, as shown at n, and the valve-casing hav- IOO ing arelease-opening nl for communicating therewith, when necessary, ashereinafter explained.

The before-named rod H is supported by means of hangers J from the underside of the car-bottom, said rod turning freely in its bearings in saidhangers while bolted, keyed, or otherwisesecured to the outer ends ofsaid rod H. Beyond the said hangers are the hubs o of arms o', to thelower ends of which arms dogs o2 are pivoted by bolts o3, said dogs o2being formed with shoulders o4 to limit their upward movement, beingnormally kept in horizontal position by springs o5, secured to said armso'. Hangers J are secured to the bottom of the car, one over each ofthese truckaxles, to whose wheels brakebeams are applied, and thesehangers are formed at their lower ends into cylinder-heads J2, which atthe center have upward hollow extensions J2, with openings at theopposite sides thereof to receive sections of the pipe K, which leadsfrom the main air-reservoir, and which headsJ2haveinteriorly-screw-threaded annular flanges to receive the upper ends ofthe cylinders K', which latter have reduced lower portions K2, thebottom of said cylinders being provided with a central sleeve K2. AspringL rests in said lower part of each cylinder around the said sleeveK2, and a piston-rod L' passes up through said sleeve, carrying apiston-head L2 at its upper end, and an intermediate collar and annularplate L2, fast on the rod L' and located just at the top of the springL, at the normal expansion of the latter, and of such diameter as tomove within the reduced portion K2 of said cylinder when .the spring iscompressed by the action of the piston, as hereinafter explained.

An open vertical skeleton frame M extends from the base of thepiston-rod L', and the lower part of this frame M is laterally extendedto form a horizontal open skeleton frame M', the inner end of theframe-M, which projects toward the longitudinal center of the car, beingprovided with a horizontally-perforated bearing M2 to receive a rod N,havinga head N' at its outer end for engagement, at the proper time,with the dog o2, already named, a spring N2 surrounding the said rod Nbetween its head N' and the end of the bearing M2.

P is a rod secured in the forked inner end of the rod N by a pivot-boltp, and P' is a spring secured to the head of said bolt 10, the saidspring P' extending back over the rod P and having a bent end p' passinginto a perforation p2 in the rod P, so that the rod P and its spring P'may always move together, and beyond the perforation p2 the rod P isprovided with a downward-projecting pin p3, and

stud or arbor q', which stud has a head q2and carries the hub q2 of afriction-pulley Q, the other end of said hub q2 terminating in a bev--eled pinion Q', next to which said stud has fast to it a collar g4, onwhich rests a horizontally-revolving disk Q2, secured to the collar qtby pivot-bolt g5, the under side of the disk Q2 being formed withbevel-gearing Q6, in

mesh with the pinion Q', and there being an annular .row of perforationsQ7 Q7 through the disk Q2 for engagement at the proper times with thepin p2 of the rod P, and also for engagement with the pins r r on theperiphery of the wheel R, loose on the stud q' between the collar g4 andhub q. The said stud is secured in any suitable way, as by washer qs andnut q2, to said hub q, and'also preferably keyed or bolted thereto toprevent turning. It will be understood, however, that if preferred thestud q may revolve, in which case the collar Q4 should be loose, and thehub q2 fast on said stud or shaft q', the wheel R being loose thereon ineither event.

Rising from the rear part of the lower portion of the frame M M abovethe hub q is a semicircular cam-plate S, provided with a vertical recesss on its inner side at the central or highest part of said cam-plate,said recess having preferably downwardly and inwardly converging sidewalls, the cam-plate S being slotted or cnt through at the top, as shownat s', in line with the center of the recess s, and also having a pin s2projecting inwardlyat about the bottom of said recess, and within ICOthe recess s is a rocking plate T, having a slot t'in its lower part,through which said pin s2 projects, there being a block t beneath saidpin, and a spring t2 between the under side of this block and the bottomof the slot t, the said spring being preferably kept in place by meansof a pin t2, rising from the bottom of said slot t, while the edges ofthe slot t and block t may be so formed, as by beveling, that said blockcannot fall out. The plate T has further a roller t4 pivoted thereon, as

.shown at t5, for engagement with the disk Q2,

and in' its upper part a slot t, corresponding to the slot s' in thecam-plate S, leaving arms t7 t7 on each side of the said slot 256. U Uare springs secured to each side of the hub q, and rising therefrom, theupper ends of said springs bearing against the rocking plate T. V W arethe stop-cocks of the pipes B K at the ends of the cars.

The operation of my device will be readily understood from the foregoingdescription of its construction. As already stated, when the brakes areoff, the passage is open from the brake-pipe B to the auxiliaryreservoir C,

ITO

and hence the pressure in the parts B and C is equal. In setting thebrakes, a reduction of pressure is made in the pipe B, which causes theexcess of pressure in the auxiliary reservoir to force the piston of thetriple valve down and move the slide-valve down, so as to allow the airin the auxiliary reservoir (now of greater pressure than that in v Y Y If the brake-pipe) to pass directly into the brake-cylinder and apply thebrakes. This is so well known that I have not deemed it necessary toshow the construction of the triple valve c in detail ory section, and,as equally well known,when the pressure in the brake-pipe Bis againincreased above that in the auxiliary reservoir C, the piston in thetriple valve c is forced up, moving the slidevalve to its formerposition, opening communication from the brake-pipe to the auxiliaryreservoir and permitting the air in the brakecylinderD toescape,thusreleasing the brakes. It sometimes happens, however, thatwhen it is sought in the ordinary manner to apply the brakes that awheel slips, and it is the special function ot my present device toremedy this, to prevent flattening of the wheels caused by slipping. Ithas been found thatthe tendency of wheels to slip when the brakes areapplied occurs when the rate of speed of the train has slackened toabout twelve miles an hour or less, and when this decreased rate ofspeed is reached, then the engineer will admit air into the pipe K,(through a suitable cock attached to the main reservoir, not shown,)which will force down the piston-.heads L2 in the cylinders K', and withthem the frames M M and attachments, the heads N of rods N pressing downthe dogs o2 against the force of the springs o5, and thefriction-pulleys Q engaging with the axles t', which causes said pulleysQ to revolve, and they being in mesh with the gear-teeth on the disk Q2,will revolve the latter, said disks Q2 carrying with them the pins p2 ofthe rods P and drawing rods N inward against the force of the springs N2to the position shown in dotted lines in Fig. 2, which enables the dogso2'to be restored to normal horizontal position by their springs 05, thehooked ends p5 of the rods P meanwhile traveling up the inclines of thecamplates S to their highest points at the center thereof, freeing thepins p3 of the rods P from engagement with the perforations Q7 of saiddisks Q2, the pins r on the Yperiphery of the wheels R insuring theejection of the pins p2 by entering said perfor-ations Q7, as best shownin Fig. 5, the described movement of each disk Q2 serving by frictionalcontact with the roller t4 on the rocking plate T to turn said plate,against the force of the springs U U, on its pivot S2 from the positionshown in Fig. 6 to that shown in Fig. 7, so that, as the bent or hookedend p5 of the rod P reaches the center of the cam-plate S, one of thearms t7 of plate T will be in line with the slot s of cam-plate S andhold the rod P in this drawnback condition so long as the wheels il arerevolving; but as soon as said wheels begin to slip or fail to turn, thefrictional force of the disk Q2 against the roller t4 will cease and thesprings U U will act to restore the rocking plate T to its normalvertical position, (shown in Fig. 6,) and then the slots t6 and s in theplates T and S will be in line with each other, and the spring N2 willforce the rods N and P back to their normal positions, the hooked end295 of rod P slipping through said slots t6 and s', when the head N ofrod N will strike the end of the dog o2, which, through its arm 0 o',will partially revolve rod H, and this, through arm m6, connecting-rodm3, and crank m2, will rotate valve m in valve-casing F to close exhaust7a2 and open the passage between branch pipes k and la', therebyadmitting air from the auxiliary reservoir@ and pipe E into pipe G,which moves piston n4 in cylinder n and slide-valve I', closingcommunication through opening n3 in said valve I between auxiliaryreservoir C and brake-cylinder D, and establishing communication throughrecess n in A slide-valve I and exhaust-opening nl in valve-casing I, sothat air from brake-cylinder D is released through pipe d and thisopening nl when said air in brake-cylinder D is not released, as maysometimes happen, through the ordinary re.- lease in the triple valve c,which releases the brakes sufficiently to enable the wheels i to turnagain, and the moment this is done the friction-pulley Q commences torevolve again by the rotation of the axle t", which serves to draw backthe rod N by the hereinbefore-described action of the disk Q2, rod P,and camplate S and their attachments away from the dog o2, when thespring h4 will draw the crank m2 and valve m back to the position shownin Fig. 2, closing the passage between branch pipes 7c and 7c andopening exhaust 7a2 and permitting air to escape therethrough from pipeG, and permitting the spring ns in cylinder n of the Valve-casing I toforce the piston n4 and valve I back to their normal positions, (shownin Fig. 1,) closing the exhaust n?, and opening the passage from theauxiliary reservoir G to brake-cylinder D and setting the brakes. Afterthe stop has been made, the air in the pipe K is released by theengineer, when the springs L in the cylinders K K2 will force thepiston-heads L2 up, the piston-rods L carrying with them the frames lM Mand their attachments to their normal position. (Shown in Fig. 2.)

By my invention the attening of wheels through slipping in theapplication of the automatic air-brake is prevented, and this isaccomplished automatically and with a saving of air over the presentguess-work methods now commonly in use.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a railway-air-brake system, the cornbination, with the axle andwheels of a railway-truck and air-actuated brakes applied thereto, of apipe leading from the main airreservoir, a cylinder communicating withsaid pipe located over said axle, a piston in said cylinder having aframe connected to the piston-rod, a friction-pulley carried by saidframe for engagement with said axle at predetermined times, andmechanism connected to said frame in engagement with said pulley for op-ITO cylinder, and connections, the combination of valve-controlled pipesleading from the auxiliary reservoir to the passage between the same andthe brake-cylinder, a valve-casing interposed in said passage having acylinder on each side thereof, said cylinders communicating with saidvalve-controlled pipes and said easing having an exhaust-openingtherein, a slide-valve in said casing provided with a central openingnormally registering with the said passagein which itis interposed, anda recess communicating with said exhaust when said central opening isclosed to said passage, and a piston in each cylinder connected to saidslide-valve, one of said pistons having a spring interposed between itshead and said valve, substantially as set forth.

3. Ina railway-air-brake system comprising an auxiliary reservoir,triple-valve brakecylinder, and connections, the combination, with theaxle and wheels of a railway-truck and air-actuated brakes appliedthereto, of a pipe leading from the main air-reservoir, a cylin'dercommunicating with said pipe located over said axle, a spring-controlledpiston in said cylinder, a frame carried by the pistonrod, a stud orshaft carried by said frame, a

frame for engagement with said dog, and

mechanism for receiving motion from said friction-pulley andcommunicating it to said rod, substantially as set forth.

In testimony that I claim the foregoing I' have hereunto set my hand atMilwaukee, in the county of'MilWaukee and State of Wisconsin, in thepresence of two witnesses.

Y ARTHUR L. WAITE. lVitnes'seS:

H. G. UNDERwooD, FRANK C. McCU'rcHEoN.

